Railway-brake.



No. 760,437. PATENTBD MAY 24, 1904. A. J. DUNMIRE & H. BAIR.

RAILWAY BRAKE.

APPLICATION 11.31) APR. 22. 1903.

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No. 760,437. PATENTED MAY 24, 1904. A. J. DUNMIRE 6: H. BAIR.

RAILWAY BRAKE.

APPLICATION FILED APR. 22. 1903.

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No. 760,437. PATENTED MAY 24, 1904.

A. J. DUNMIRE 82: H. BAIR.

RAILWAY BRAKE.

APPLICATION rmm 11.22. 1003.

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flux/hazy Reservoir UNITED STATES Patented May 24., 1904.

PATENT OEEIcE.

ANDREW J. DUNMIRE, OF IRWIN, AND HARVEY BAIR, OF TURTLECREEK, PENNSYLVANIA.

RAILWAY-BRAKE.

SPECIFICATION forming part of Letters Patent No. 760,437, dated May 24, 1904.

Application filed April 22, 1903- Serial No. 153,790. (No model.)

To (Ll/A whom it may concern:

Be it known that we, ANDREW J. DUNMIRE, of Irwin, Westmoreland county, and HAR- VEY BAIR, of Turtlecreek, Allegheny county, Pennsylvania, have invented certain new and useful Improvements in Railway-Brakes, of which'the following is a specification, reference being had therein to the accompanying drawings.

The invention has particular reference to air-brakes; and the primary object is to provide improved means operative in connection with a single train-line for recharging the auxiliary reservoir while the triple-valve mechanism is in service position with the brakes set. i

A further object is to provide means whereby the normal train-line pressure is always in excess of the auxiliary-reservoir pressure attained by such recharging, so that when the brakes are released the pressure then existing in the auxiliary reservoir will not interfere with the control and operation of the apparatus.

These and other objects of the invention and the advantages incident thereto are fully set forth in the following specification and claims, taken in conjunction with the accompanying drawings, wherein- Figure 1 is a vertical longitudinal sectional view of triple-valve and recharging mechanisms embodying our invention, the same being shown in full release or running position. Fig. 2 is a similar view showing in full lines themechanism in service position with communication to the brake-cylinder closed and in dotted lines showing the mechanism in position for placing the auxiliary reservoir and brake-cylinderin communica tion. Figs. 3 and 4 are detail views of the service and emergency valve mechanisms controlling communication with the trainpipe. Fig. 5 is a cross-sectional view of the double slide-valve of the triple-valve mechanism. Fig. 6 is a similar view of the slidevalve of the recharging mechanism. Fig. 7 is a detail view of the emergency-valve. Fig. 8 is a diagrammatic view illustrating the connections with the main reservoir and engineers valve.

In the preferred. embodiment of the invention chamber 2' of the triple-valve case is ararranged to connect or communicate at one end at 3 with an auxiliary reservoir of which it forms a continuation and at the opposite end is open to piston-chamber 4, which in turn is open to the elongated chamber 5. The opposite end of the latter is closed by wall or head 6 from chamber 7, to which train-pipe 8 is connected.

Opening into chamber 2 is passage 9,1eading to a brake-cylinder, and adjacent this passage is exhaust-port 10.

11 designates the piston-head of the triplevalve mechanism movable in chamber 4:, and 6 5 projecting from one side thereof into chamber 2 is stem 12 and from the opposite side stem 13 into chamber 5. Intermediate guides or shoulders 14 and 15 on stem 12 and actuated thereby is slide-valve 16, formed on its under side with cavity 17 adapted to place brakecylinder passage 9 and exhaust 10 in and out of register.

Formed through valve 16 is port 18, which is opened and closed by slide-valve 19, operative on the upper side of valve 16 and provided with projection 20, fitting an aperture in stem 12, whereby valve 19 moves positively therewith. Spring 21, coiled about projection 20, holds valve 19 in its seat, while valve 16 is similarly held by leaf-spring 22, secured between valve-ears 16.

Extending from chamber 5 to chamber '2' is passage 23, controlled by check valve 24:, which moves toward chamber 7when opening. 8 5

A port 25 in head or end wall 6 of chamber 5 and in line with stem 13 is controlled by check-valve 26, which opens toward chamber 7, and provided with tubular stem 27, which extends into barrel-plug 28 adjustable in 9 chamber 7 and embraced by spring 29, which holds valve 26 normally seated. Formed through valve 26 is port 30, with valve 31 controlling same, which also opens toward chamber 7 said valve having stem 32 movable in tubular stem 27 and surrounded by coiled spring 33, which holds the same normally closed. The outer end of spring 33 is confined in stem 27 by cross-pin 27, stem 32 being slotted at 32 to move over said pin. Spring 33 is weaker than spring 29, as valve 31 operates before and independently of valve 26, as will be presently explained.

34 is a stem projecting from valve 31 through and beyond port 30 into chamber 5.

Secured to the triple-valve case, preferably adjacent chamber 5, is casing 35 of the recharging valve mechanism, which incloses chambers 36 and 37, which form continnations of the intervening piston-chamber 38. Operative in the latter is piston-head 39, and projecting therefrom into chamber 37 is stem 40, which actuates slide-valve 41 to open and close port 42, leading to chamber 5.

Projecting from the opposite side of piston 39 is stem 43, and formed through said stem and the piston is port 44, through which chambers 36 and 37 communicate, and arranged in this port is check-valve 45, opening toward chamber 36. A rubber abutment 46 is provided in the wall of chamber 36, against which the extremity of stem 43 bears when the mechanism is in release position, (seen in Fig. 1,) thereby sealing port 44.

Chamber 37 is in constant communication with chamber 7 through passage 47, while chambers 36 and 2 are in similar communication through passage 48, formed in the casing and extending around piston chamber 4. Paralleling a portion of passage 48 is passage 49, extending from piston-chamber 38 to piston-chamber 4. Passage 48 communicates with chamber 4 through port 50.

A passage 51 extends from chamber 5 around piston-chamber 4 and joins brake-cylinder passage 9 at 51. Intersecting passage 51 is tubular plug 52, which forms a seat for check-valve 53, opening toward the brakecylinder. A slide-valve 54 in chamber 5 controls communication with passage 51, which is always closed, as in Fig. 1, save during emergency applications, as will be presently explained, at which times the throw of piston 11 is sufficient to engage shoulder 11 thereof with the end of valve 54, moving the same to open passage 51. A reverse movement of piston 11 engages stop 13 of stem 13 with the opposite end of the valve, closing the same. A spring 55, arranged between side wings 54 of the valve, holds the latter to its seat.

The operation is as follows: The running position of the triple valve and recharging mechanism is,as shown in Fig. 1, with brakecylinder passage 9 and exhaust 10 in register through valve 16, with train-pipe connections 7 and 8 communicating through passage 47, chamber 37, and port 42 with chambers 5 and 4, with the auxiliary reservoir in communication with chamber 4 through chamber 2, passage 48, and port 50, with communication closed between chambers 36 and 37, and

with emergency-port 51 closed by valve 54. In such position train-line pressure exists in chambers 4 and 5, and the same is communicated to the auxiliary reservoir through port 50, passage 48, and chamber 2 to the auxiliary reservoir. V

To make a service application, say, of ten pounds, the train-line pressure is reduced that amount, which exhausts a similar amount from chambers 5 and 4 through check-valve 24. Thereupon pressure from the auxiliary reservoir moves the triple-valve mechanism to position shown in dotted lines in Fig. 2, with slide-valve port 18 uncovered by valve 19 and in register with brake-cylinder passage 9, thereby admitting auxiliary-reservoir pressure to the brake-cylinder. In responding to this reduction in train-line pressure the outer end of stem 13 engages stem 34 and opens valve 31, admitting train-line pressure to chamber 5, and by this time the auxiliaryreservoir pressure has been reduced sulficiently to permit piston 11 to respond to pressure thus admitted through valve 31, and until the pressure on both sides of said piston are equal the reverse movement is sufficient toplace the mechanism in position shown in full lines in Fig. 2, valve 31 closing automatically and valve 19 closing port 18, movement of stem 12 independently of slide-valve 16 being sufiicient to thus move valve 19 without moving valve 16. In this position also passage 49 opens into that part of pistonchamber 4 which is open to chamber 5. Air admitted to the brake-cylinder is thus confined therein until a further application is made or until the brakes are released.

In making a service application above indicated the pressure in chamber 38 is reduced simultaneously with the reduction of trainpipe pressure, and piston 39 of the feed-valve mechanism responding to the greater pressure from the auxiliary reservoir, communicated thereto through passage 48 and chamber 36, moves from position shown in Fig. 1 to that seen in Fig. 2 and moves valve 41 to close passage 42. WVith the pressure equalized on both sides of piston 11 when the latter is in position shown in full lines in Fig. 2 the subsequently increased or replenished train-pipe pressure, while not suflicient to move piston 39, finds its way through port 44' and'pas't check-valve 45, and the space on the opposite side of said piston being open to ports 48 and 49 the air of increased pressure is passed to the triple-valve mechanism on opposite sides of piston 11, and hence to the auxiliary reservoir, without disturbing the service position of said mechanism.

A further service application may be made while the triple valve is in service position by again reducing the train-pipe pressure, the operations of piston 11 and valves 19 and 31 being as before described, valve 16 remaining undisturbed. In this further application cheek-valve 45 prevents escape of auxiliary pressure through port 44. Thus the auxiliary reservoir is replenished from the single trainpipe while the brakes are set without disturbing the service position of the triple-valve mechanism and without interfering with successive service applications.

In an emergency application wherein pressure from the train-line is admitted direct to the brake-cylinder in addition to auxiliaryreservoir pressure an extreme reduction of train-line pressure causes piston 11 and stem 13 to travel farther than in making the service application above described, and checkvalve 26 is thus moved by stem 13 to open large port 25, and as the same movement engages shoulder 11 with valve 54. the latter is moved to uncover passage 51, thus making a direct passage from the train-pipe through port 25, chamber 5, passage 51, and past checkvalve 53 to brake-cylinder passage 9. Valve 53 closes passage 51 when pressure in the brake-cylinder equals or exceeds the pressure in passage 51. Following an emergency application the brakes are always released, the triple-valve mechanism moving to position of Fig. 1, and this movement restores valve 54: to its normal position over and closing passage 51. The brakes are released, whether from emergency or service application, by admitting the full main-reservoir pressure to the train-line, which immediately moves piston 39 to position seen in Fig. 1 and uncovers port 42, through which the air is admitted to force piston 11 to release position, moving valve 16 so as to place the brake-cylinder in communication with exhaust-port 10. As the piston moves past port 50 communication is established between the train-pipe and auxiliary reservoir, whereby the latter is charged up to the full train-line pressure, as is now usual in this class of brakes.

With automatic brakes as now operated the main-reservoir pressure exceeds the normal train-line pressure, the latter being prevented from rising above a fixed amount by a feedvalve operating in connection with the engineers valve, as is well known to those skilled in the art. Also with the present construction when the train-line pressure is reduced to make a service application the reduced pressure is maintained until the brakes are released, unless further reduced by additional service applications preceding the release, the reduced pressure being maintained by closing communication between the main reservoir and train-pipe, at which time the engineers valve is in lap position, the feedvalve above referred to being in service only when the engineers valve is in running position with the brakes released.

In the operation of our invention, wherein it is necessary to replenish the pressure in the train-pipe during service applications in order at said times to recharge the auxiliary reservoir, we prefer to provide a controlled con nection between the tra1n-p1pe and mam reservoir which is separate and distinct from the engineers valve and to limit the pressure attainable in the train-line through this connection to an amount under the normal train-pipe pressure. This limitation is necessary, for if with the triple-valve mechanism in service position the auxiliary reservoir were charged up to the full train-line pressure movement of piston 11 toward the auxiliary reservoir when releasing or moving from position shown in Fig. 2 to that seen in Fig. 1 would so compress the air in the auxiliary reservoir as to cause it to exceed the normal train-line pressure, and obviously such excess pressure", would operate to set the brakes immediately after they had been released and destroy the efliciency of the apparatus. With the recharging pressure maintained below the train-line pressure (say at sixty-five pounds it the train-line pressure is seventy pounds) an cflicient working pressure is always had in the auxiliary reservoir and any desired number of service applications may be made in succession without relcasing the brakes or without moving the triplevalve mechanism to release or running position for the purpose of recharging the auxiliary reservoir.

A connection between the train-line and auxiliary reservoir, such as referred to above, is shown in Fig. 8, wherein 56 designates the engineers valve, to which train-pipe 8 connects, and 57 the pipe extending therefrom to the main reservoir. 58 is the feed-valve operating in connection with the engineers valve to maintain the normal train line pressure. Pipes 8 and 57 are shown connected at 59, and arranged in this connection is the supplemental. feed-valve 60. 1f normal train-line pressure is seventy pounds, valve 60 will be adjusted so as to close when the train-line attains a pressure of, say, sixty-five pounds, to which amount the train-line will be replenished after each service application and while all communication through the engineers valve is closed, the same being in lap position at such time, as before explained.

The engineers valve might beadjustcd to running position and air supplied therethrough for recharging purposes, thus rendering supplemental feed-valve 60 unnecessary; but in such case the gage would have to be watched and care taken to move the valve to lap position before the full train-line pressure had been attained. Otherwise the difliculty would be encountered above referred to. The supplemental valve, while thus not absolutely essential, is preferred, as thereby the operation is entirely automatic, and, furthermore, by its use the engineers valve is manipulated exactly as with triple-valve mechanisms now generally used.

e have not shown and described the construction of the engineers and :feed valves, as

there are several types, all well known in the art, any of which will operate in connection with our improvement.

From the foregoing it will be apparent that our invention may be substituted for present forms of triple valves without interfering with the operation of the brake system and without necessitating any change in the manipulation of the operative portions thereof.

A further advantage in having the main reservoir in communication with the trainline during service applications is that the pressure therein is being constantly replenished and the unavoidable leakage therefrom cannot affect the operation, whereas with apparatus now in use, wherein the main reservoir and train-line are out of communication during service applications, there is no way of compensating for leakage, which obviously detracts materially from the efliciency of such apparatus.

We claim as our invention 1. In improved brake mechanism, a chamber open to the train-pipe side of the triplevalve piston and having controlled communication with the train-pipe, and means constructed and arranged to recharge said chamber and the auxiliary reservoir when the triple valve is in service position.

2. In improved brake mechanism, a triplevalve casing having one end open to the auxiliary reservoir and the other end in controlled communication with the train-pipe, triplevalve mechanism including a piston operative in the casing, and means constructed and arranged to recharge the casing at opposite sides of said piston when the triple-valve mechanism is in service position.

3. In improved brake mechanism, a triplevalve casing, triple-valve mechanism including a piston, a chamber open to the train-pipe side of the piston, passages from the train-pipe to said chamber and to the auxiliary reservoir, and valve mechanism for said passages constructed and arranged to recharge the auxiliary reservoir and said chamber when the triple valve is in service position.

4:. In improved brake mechanism, triplevalve mechanism, a chamber open to the trainpipe side of the triple-valve piston, a trainpipe, a check-valve intermediate said chamber and the train-pipe and opening toward the latter, service and emergency valve mechanism intermediate said chamber and the train-pipe and adapted to be actuated by the triple-valve mechanism, and means constructed and arranged to recharge said chamber and the auxiliary reservoir when the valve mechanism is in service position.

5. In improved brake mechanism, a trainpipe, a chamber open to the train-pipe side of the triple-valve piston and having controlled communication with the train -pipe, means constructed and arranged to recharge said chamber and the auxiliary reservoir while the triple valve is in service position, and a supplemental connection between the train-pipe and main reservoir whereby communication may be had therebetween when the engineers valve is closed.

6. In improved brake mechanism, a chamber open to the train-pipe side of a triple valve piston, valved service and emergency connections between said chamber and the train-pipe, and a valve-controlled emergencyvent for said chamber.

7. In improved brake mechanism, the combination with a triple valve, of means operating when the valve is in service position to maintain communication between the trainpipe and auxiliary reservoir and between the train-pipe and the triple valve at a point between the service and emergency positions of the triple-valve piston, and means constructed and arranged to close said communication when the triple valve is in emergency position.

8. In improved brake mechanism, the combination with a triple valve, of a passage from the train-pipe to the auxiliary reservoir and a second passage from the train-pipe to a point in the triple valve intermediate the service and emergency positions of the triple-valve piston, and valve mechanism common to both passages and constructed and arranged to open the same when the triple valve is in service position and to close the same when the triple valve is in emergency position.

9. In improved brake mechanism, triplevalve mechanism including a piston, two passages adapted to communicate with the trainpipe and leading to opposite sides of the service position or station of said piston, and controlling means for said passages operating when the valve mechanism is in service position to open both of said passages, and when the same is in running position to close the passage to the auxiliary-reservoir side of the piston.

10. In improved brake mechanism, a casing having a piston-chamber and provided on one side of said chamber with auxiliary-reservoir and brake-cylinder connections and on the opposite side with a train-pipe connection, a check-valve intermediate the casing and trainpipe and opening toward the latter, triple valve mechanism including a piston, a selfclosing service-valve intermediate the casing and train-pipe and adapted to be opened by the valve mechanism, passages adapted to communicate with the train-pipe and discharge on opposite sides of the service position of the piston, and controlling mechanism for said passages adapted to be operated in reverse directions by pressure from the auxiliary reservoir and train-pipe.

11. In improved brake mechanism, triple Valve mechanism including a piston, a valvecasing communicating with the train-pipe and having separate passages to opposite sides of the service position or station of said piston, and valve mechanism in said casing operated by auxiliary-reservoir pressure to open both of said passages to a flow of air from the trainpipe, and by pressure from the train-pipe to stop the flow through the passage leading to the auxiliary-reservoir side of the piston.

12. In improved brake mechanism, a triplevalve casing provided with a piston-chamber and having auxiliary-reservoir, brake-cylinder, and train-pipe connections, triple-valve mechanism including a piston, a supplemental casing communicating at one end with the train-pipe, passages leading from the opposite end of said casing to the auxiliary reservoir and said piston-chamber respectively, a piston operative in the supplemental casing intermediate the ends thereof and formed with a port having a check-valve opening toward said passages, and a valve operated by the piston to open and close a passage leading to the triple-valve casing.

13. In improved brake mechanism, a triplevalve casing provided with a piston-chamber and having auxiliary-reservoir, brake-cylinder, and train-pipe connections, triple-valve mechanism including a piston, a supplemental casing inclosing chambers 36 and 37 separated by and open to piston-chamber 38, passage 48 leading from chamber 36 to the auxiliary reservoir, passage 49 leading from chamber 38 to the triple-valve-piston chamber, passages 42 and 47 leading from chamber 36 to the triplevalve casing and train-pipe respec tively, a piston operative in chamber 38 and having a port controlled by a check-valve opening toward chamber 36 and a valve operated by the piston to open and close passage 4:2.

14. In improved brake mechanism, triplevalve mechanism including a piston, a chamber open to the train-pipe side of the triplevalve piston and having controlled communication with the train-pipe, a passage from the train-pipe to the auxiliary reservoir having a port opening into said intermediate chamber, and valve mechanism adapted to be operated by pressure from the auxiliary reservoir to open said passage and simultaneously close said chamber-port and be operated by pressure 1sm, emergency-passage 51 from said chamber to the brakecylinder, a valve controlling said passage adapted to be operated by the triplevalve mechanism, a passage from the trainpipe to the auxiliary reservoir having a port opening into said chamber, and valve mechanism adapted to simultaneously open the passage and close said port and vice versa.

16. In a graduating-valve for brake mechanism, a valve-seat having brake-cylinder and exhaust ports, a valve on the seat adapted to unite said ports, the valve having a port adapted to register with the brake-cylinder port, a slide-valve adapted at one end to reciprocate over said valve-port and open and close the same, and means for actuating said valves.

17 Ina graduating-valve for brakemechanism, a triple-valve stem, a valve-seat having brake-cylinder and exhaust ports, a slidevalve on the seat operatively connected to the valve-stem and adapted to unite said ports, the valve having an air-inlet port opening through the top face thereof adapted to register with the brake-cylinder port, a supplemental slidevalve operative on the top face of the iirstmentioned valve and at one end adapted to reciprocate over said air-inlet-valve port to open and close the same, and an operative connection between said supplemental valve andthe triple-valve stem.

In testimony whereof we affix our signatures in the presence of two witnesses.

ANDREW J. DUNMIRE. HARVEY BAIB.

Witnesses:

JOHN A. KEYS, J. M. N nsnrr. 

